Era · 2026–
The new formula
A smaller, lighter car, an even power split between combustion and electrical energy, sustainable fuel, and two new manufacturers.
- Dominant
- TBD — Mercedes leads the opening half of 2026
- Technology
- Active aerodynamics, Overtake Mode, no MGU-H, 100% sustainable fuel, twelve teams
- Confidence
- medium
The seasons 2
| Season | Rounds | Drivers' champion | Driving for | Points | Wins | Runner-up | Margin | Title race | Constructors' champion |
|---|---|---|---|---|---|---|---|---|---|
| 2027 | 24 | not yet run | — | — | — | — | — | — | not yet run |
| 2026 | 18 of 23 | Andrea Kimi Antonelli so far | Mercedes | 365 | 9 | George Russell | 123 | Mercedes so far |
Margin is the points gap between champion and runner-up at the end of the season; before 1991 that is net of dropped scores, so it can look small beside the wins. A row marked “so far” is the season still running: its leader, not its champion. The title race is the champion’s lead over the runner-up after each round, above the line when ahead and below it when behind, each season drawn to its own scale. A row reading “not yet run” is a calendar that has been announced and not yet raced. A blank constructors’ champion before 1958 is not a gap — the championship did not exist yet.
Engine formulae 1
| Era | Formula | Typical | Power (bhp) | Revs | Notes |
|---|---|---|---|---|---|
| The 50/50 hybrid formula 2026– | 1.6 L V6 turbo hybrid, no MGU-H | V6 + MGU-K | ~1,000 combined, roughly half electrical | 15,000 rpm | MGU-H removed to cut cost and complexity and to attract new manufacturers; electrical power raised to around 350 kW; 100% advanced sustainable fuel mandated. Audi, Ford (with Red Bull) and Cadillac's forthcoming GM unit were all drawn in by this ruleset. |
Regulation changes 18
| Year | Category | Change | Detail | Impact |
|---|---|---|---|---|
| 2027 | financial | Unused cost cap carried forward; Indexation resumes | A team may deduct the previous year's unused cap, up to US$2,000,000 adjusted for Indexation, from its Relevant Costs (Article D6.1.1.n), and the US$215,000,000 cap is again adjusted for Indexation, which Section D does not apply to the 2026 reporting year (Article D4.1.2 and Appendix D1), both in the 2026 Financial Regulations (Section D, issue 07). | The headline figure is unchanged from 2026. The 2023-2025 regulations indexed the cap too; Section D's Indexation for 2027 is the 2026 inflation rate, or the rate to 30 June 2027 where that exceeds it by two points or more. |
| 2027 | technical | More fuel energy flow and ERS-K power | Fuel energy flow may reach 3,150 MJ/h, up from 3,000 MJ/h (Article C5.2.3); the absolute electrical DC power of the ERS-K rises from 350 kW to 375 kW (C5.2.7); the Energy Store's state-of-charge window widens from 4 MJ to 4.5 MJ (C5.2.9); and engine intake air pressure may reach 5.0 barA, up from 4.8 barA (C5.3.2), all in the 2027 Technical Regulations (Section C, issue 04). | Appendix C7 of the same issue already approves further rises for 2028: 3,400 MJ/h of fuel energy flow and 400 kW from the ERS-K. |
| 2027 | technical | Flat ERS-K limits replace the speed curves with and without Overtake | The ERS-K power used to propel the car is capped at 350 kW when Overtake is active in the Race or Sprint, and at 300 kW when it is not and during any power limited period in Qualifying and Sprint Qualifying, replacing the 2026 limits, which fell with car speed and reached zero at 345 km/h without Overtake and 355 km/h with it (Article C5.2.8, the 2027 Technical Regulations (Section C, issue 04)). | Further limits for power limited periods, curves dependent on car speed among them, are set out in FIA-F1-DOC-111. |
| 2027 | technical | Compression ratio measured hot | The 16.0 limit on geometric compression ratio is measured with the Engine at 130 °C; in 2026 it was measured at ambient temperature until 31 May and at both ambient temperature and 130 °C from 1 June. Dead volumes connected to the combustion chamber, the pre-chamber included, are sealed before measurement and a fixed 1.2 is deducted from the measured ratio (Article C5.4.3, the 2027 Technical Regulations (Section C, issue 04)). | Any component designed or functioning to raise the ratio beyond 16.0 in operating conditions remains prohibited, as it was from 1 June 2026. |
| 2027 | technical | Damper behaviour constrained | A suspension element's force-velocity or force-displacement characteristic may respond only to the relative velocity and distance between its nodes; a damper's force must tend to zero as its nodal velocity does, save for force from a permitted anti-cavitation spring, from end stops and from incidental effects such as hysteresis; above 8 mm/s and below 200 mm/s the damping force in one direction may be no more than ten times that in the other, roll dampers excepted; and no internal linkage may reach a remote body, nor a fluid channel be shaped to add an inertial effect (Article C10.4.3, the 2027 Technical Regulations (Section C, issue 04)). | Each team shows its dampers comply by documenting them to the FIA under FIA-F1-DOC-001. |
| 2027 | sporting | Race distance cut to 290 km | A Race is the least number of complete laps exceeding 290 km, down from 305 km; Monaco stays at 260 km (Article B2.5.2, the 2027 Sporting Regulations (Section B, issue 01)). | — |
| 2027 | sporting | Race Session Cut-Off Time replaces the three-hour limit | A suspension is no longer added to the two-hour period up to a three-hour total. Instead the leader is shown the end-of-session signal at the end of the lap after the one in which the Race Session Cut-Off Time, a time of day given in each Competition visa, is reached (Article B2.5.3b and Appendix B1, the 2027 Sporting Regulations (Section B, issue 01)). | The two-hour limit on running from the start signal is unchanged (Article B2.5.3a). |
| 2027 | sporting | One pre-season test of four days | Pre-Season Public Collective Testing becomes one test of four consecutive days, between 1 February and seven days before the first Competition, where 2026 had two tests of three days from 7 February; the 2026 Pre-Season Private Collective Testing in January is removed (Article B11.2.7, the 2027 Sporting Regulations (Section B, issue 01)). | — |
| 2027 | sporting | Fewer exceptions to the Restricted Periods | Each Competitor's exceptions to the three Restricted Periods fall from six, five and four to five, four and three (Article B9.5.3, the 2027 Sporting Regulations (Section B, issue 01)). | — |
| 2027 | sporting | Additional power unit elements extended to 2027 and 2028 | The additional unit of each power unit element that each driver was permitted in 2026 is permitted in the 2027 and 2028 Championships too (Article B8.2.3a, the 2027 Sporting Regulations (Section B, issue 01)). | — |
| 2026 | financial | Cost cap set at US$215 million | US$215,000,000 for a reporting year of up to 24 Competitions, plus US$1,800,000 for each Competition above 24, in the 2026 Financial Regulations (Section D, issue 07); 2025 was US$135,000,000 at 21 Competitions. | The first change to the headline figure since 2023. The schedule year by year is in regulation_limits. |
| 2026 | technical | New chassis formula | Wheelbase capped at 3,400 mm, width reduced to 1,900 mm, minimum weight 768 kg (722 kg car and driver plus 46 kg estimated tyre mass in the FIA overview). | The first deliberate reduction in car size and weight in decades. |
| 2026 | technical | Active aerodynamics replace DRS | Driver-operable front and rear wing systems with distinct low-drag and high-downforce modes. | Removes the DRS proximity mechanism in favour of a mode both cars can use. |
| 2026 | sporting | Overtake Mode | A driver within one second at the detection point receives additional energy deployment — the FIA/F1 overview describes an extra 0.5 MJ and a raised deployment profile. | The successor mechanism to DRS's overtaking assistance. |
| 2026 | technical | MGU-H removed | The turbo-driven heat-energy recovery unit is deleted from the power unit. | Cut cost and complexity; explicitly credited with attracting Audi, Ford and General Motors. |
| 2026 | technical | Roughly 50/50 power split | Electrical output raised to approximately 350 kW, against a comparable figure from the internal combustion engine. | — |
| 2026 | technical | 100% advanced sustainable fuel | Fully sustainable drop-in fuel mandated. | The sport's principal decarbonisation claim for the ruleset. |
| 2026 | safety | Tougher homologation tests | Roll-hoop vertical impact requirement raised from 16 g to 20 g; a two-stage nose-cone concept introduced. | — |
Technical innovations 0
None recorded for these seasons.
Safety 1
Roll-hoop vertical test raised to 20 g2026
Up from 16 g, alongside a two-stage nose-cone concept in the 2026 framework.